Steering attachment for automobiles.



V W. J. CORKRAN STEERING ATTACHMENT FOR AUTOMOBILES.

APPLICATION FILED IAN. I5, 1914.

Patented J uly 17,1917,

2 SHEETS-SHEET I.

w 1T1 T INVENTOR,

WITNESSES ATTORNEY W. I. CORKRAN.

STEERING ATTACHMENT FOR AUTOMOBILES.

APPLICATION FILED JAN.15,1914- Patented July 17, 1917.

2 SHEETSSHEET 2- l La 49 1.16%; K% M W 119 -W|TNEssEs if M k J ATTORNEYWILLIS J. CORKRAN, OF TOWSON, MARYLAND.

STEERING ATTACHMENT FOR AUTOMOBILES.

Specification of Letters Patent.

Patented July 17, 1917.

Application filed January 15, 1914. Serial No. 812,283.

To all whom it may concern.

Be it known that I, WILLIS J. CORKRAN, a citizen of the United States,residing at Towson, in the county of Baltimore and State of Maryland,have invented a new and useful Steering Attachment for Automobiles, ofwhich the following is a specification.

This invention has reference to steering attachments for automobiles,and is designed especially for the automatic control of the steeringwheels of the automobile to main tain them centralized independently ofthe operator, and this despite deflections of the steering wheels due tothe engagement of one or the other or both of the wheels withobstructions.

In accordance with the present invention the steering wheels are underthe control of oppositely acting centralizing springs tending tomaintain the wheels central or straight ahead, and these springs arerestricted in their normal tendency, so that each tends to bring thewheels to the centralized position, and there hold them positively by astop arrangement preventing the springs in their centralizing actionfrom causing the wheels to override the centralizedposition. By thearrangement of the present invention it is not necessary that the normaltendencies of the oppositely-acting springs be equal, for neither springcan act to move the steering wheels beyond the determined centralposition. However, the structure of the present invention is such thatshould either or both steering wheels meet an obstruction tending todeflect the wheel or wheels, such deflection is resisted by the normalforce of the spring affected, and the Wheels are not deflected so longas the deflecting action is less than the resistance of the aifectedspring thereto, and under normal conditions of travel the steeringwheels are not noticeably deflected, and an obstruction is easilyoverridden, even though the operator is not at the time in control ofthe steering head. If the obstruction be of a character to present agreater force to deflect the steering wheel or'wheels than theresistance of the spring affected, then said spring would yield, but assoon as the obstruction is passed the steering wheels are immediatelyreturned to their normal centralized position, and the vehicle proceedsas before with but a momentary divergence from the course of travel.

Practice has demonstrated; that the can.

tralizing device of the present invention does not interfere to anymaterial extent with the normal steering of the vehicle, and in fact thesteering qualities of the vehicle are noticeably improved, since suddendivergences caused by obstructions only momentarily afiect the course ofthe vehicle irrespective of the control of the vehicle by the operatorand the strain upon the operator in attempting to guard against suchsudden divergences is relieved.

The invention will be best understood from a consideration of thefollowing detailed description, taken in connection with theaccompanying drawings, forming a part of this specification, with thefurther understanding that while the drawings show a practical form ofthe invention, the latter is not confined to any strict conformity withthe showing of the drawings, but may be '5 changed and modified so longas such changes and modifications mark no material departure from thesalient features of the invention.

In the drawings Figure l is a plan view of the steering wheels of anautomobile, together with the axle and sufficient of the steeringmechanism for an understanding of the present invention, with theimproved attachment applied.

Fig. 2 is a section on the line 2-2 of Fig. 1, but drawn on a largerscale and omitting distant parts.

Fig. 3 is a section on the line 3-3 of Fig. 2.

. Fig. 4 is a view similar to Fig. 3 but showing a different operativeposition of the parts.

Fig. 5 is a section on the line 5-5 of Fig. 3.

Fig. 6 is a section on the line 6-6 of Fig. 3.

Fig. 7 is a perspective view of a locking cap or ring.

Fig. 8 is a perspective view of one of the tightening members for one ofthe springs.

Fig. 9 is a perspective view of one of the movable stop members.

Fig. 10 is a perspective view of the arm or lever for joining thestructure to the connecting link or rod extending between the knucklearms of the steering wheels.

The present invention is particularly adaptable to the type ofautomobile known as the Ford, but it is also usefulin conneo together bya rod 5, so that the wheels may be moved simultaneously by steeringmechanism simply indicativelyrepresented at 6, joined to the steeringwheel connections by a rod 7. The particular showing of Fig. 1 withrespect to the devices named is that of the structures employed upon theFord automobile, but may be considered as indicative of any automobileto which the present invention is adaptable.

The structure of the present invention includes a casing 8 made up oftwo plates 9, 10, which may be in most respects identical, the casinginclosing a chamber 11 which in the particular construction shown isquite broad and of relatively little depth or thickness. The plate 9diifers'from the plate 10 inbeing provided with a flange 12 shown as ofgreater width than'the casing and shaped on one face to engage againstthe axle 1, and since'in the Ford automobile the axle is usually of Icross section, the flange 12 is shaped tofit the axle and is providedwith perforated ears 13 for the reception of U bolts 14 so arranged asto embrace the axle and bind the flange 12 thereto with the easing-8presented edgewise toward the connecting rod 5 but at a lower level.That edge of the casing presented toward the rod 5 is preferably roundedupon an axis adj acent to the flange 12 and midway of the width of thecasing, and the plates 9 and 10 of the casing are provided, in alinementwith the axis of curvature of the rear edge of the casing, consideringthe latter as installed on an automobile, with casing extensions orhousings 15, 16, respectively, each preferably of cylindrical form andclosed in at the end remote from the respective plate by a head 17provided with a central passage 18 surrounded by an axially extendedannular flange 19 directed toward the respective plate 9 or 10, as thecase may be, this flange 19 defining an annular groove 20 between theflange and the inner wall of the housing 15 or16. The outer end of eachhousing 15 and 16 is provided with axially extended studs or teeth 21 inspaced relation one to the other to form a circular row thereof.

Adapted to the central passages 18 of the 'housingsf 15 and 16 arerespective winding spindles 22, 23, each terminating at one end in alaterally expanded disk-like head 24 through which there is aneccentrically placed passage 25 for a purpose which will presentlyappear. The outer end of eachspindle 22, 23 is squared, as indicated at26, and the squared portion of each spindle which when in position inthe respective housing projects outwardly beyond the head 17, is adaptedto receive a lock disk 27, one of which is shown separately in Fig. 7.This disk has a squared central axial passage 28, and on one face acircular series'of axially extended studs or teeth 30 matching inspacing and other particulars the circular series of studs or teeth 21on the outer ends of the respective housings 15 and 16. The axial lengthof the squared portions 26 of the winding spindles is such that when inplace in the housings they not only project through the heads 17 butthrough the looking disks 27 and beyond the same a suflicient distancefor the application of a winding tool such as a wrench, and each squaredportion is traversed by a passage or perforation 31 so positioned as tobe outside of the disk 27 when in place on the winding spindle, and theperforation 31 is provided for the reception of a pin 32 preferably,though not necessarily, in the form of a cotter pin.

Each winding spindle is formed with an axial socket 33 entering thespindle through that face of the head 24 remote from the spindle andextending between the two spindles and entering the sockets 33 is a rod34 in the axis of rotation of the spindles and also in the axis orcenter line of the housings 15 and 16, and in the axis of generation ofthe curved edge of the casing 8, which curved edge is indicated by thereference numeral 35.

The rod 34 carries at a point about midway of its length an arm 36 andbetween this arm and the heads 24 the rod 34 is surrounded by elongatedhubs 37 each extending from one face of one end of a respective plate orarm 38, 39, the combined thickness of the plate-like arms 38 and 39 andthe arm 36 being approximately that of the depth of the chamber 11, sothat the arm 36 is centralized in the chamber 11 between the two plates9 and 10. Each arm 39 is formed at the end remote from the hub 36 with anotch or recess 40 formed in one long edge of the plate, while adjacentto the other long edge of the plate is a rib 41 substantiallyperpendicular to that face of the plate remote from the hub 36 and insubstantially parallel relation to the edge in which the recess 40 isformed. Adjacent to the hub 36 the plate 38 or 39, as the case may be,is widened and there provided with a notch or recess 42.

The arm 36 at the end mounted on the rod 34 is provided with a suitablepassage 43 for said rod 34, while the other end of the arm 36 isprovided with an elongated slot 44 surrounded by a flange 45 outstandingfrom one face of the arm 36, this being usually the upper face in theinstalled device.

Each plate 9 and 10 is formed on the face toward the other plate with amarginal lira ,987 l ill flange 46 defining the chamber 11, and aboutthe curved edge 35 the flange 46 is cut away for aportion of its depthas indicated. at 47, to form an elongated passageway for the arm 36 toswing about the axis of the rod 34. At appropriate points the plates 9and 10 are formed with bosses 48 traversed by screws 49 threaded intothe bosses of one of the plates, say, the plate 10, and these screws maybe held against accidental loosening by locking washers 50.

The hubs 36 of the respective arms 38 and 39 are surrounded byrespective coiled springs 51 and 52 each having one end 53 passedthrough the eccentric perforation 25 in the head 24 of the respectivewinding arbor, and the other end engaged in the notch 42 of therespective plate 38 or 39 as the case may be.

The tendency of the springs 51 and 52 is to move the respective arms 38and 39 toward each other with the flanges or webs 41 in engagement withthe respective opposite sides of the arm 36 in their path and in thepath of each arm 38 and 39 so as to enter the recess 40 therein is arespective lug 54, 55, as the case may be, formed on the inner face ofthe respective plate 9 or 10 adjacent to the opening along the edge 35for the arm 36.

Adapted to the rod 5 isa clip plate 56 which may be of such length as tobring no material strain upon the rod, and this plate is held to the rodby U bolts 57 extending through ears 58 on the plate. At about midway ofthe plate there is formed a lateral ear 59 through which is passed a pin60 having a flange 61 thereon to engage one face of the ear 59, while onthe other side of the ear a nut 62 is applied to the pin 60, the latterbeing threaded for the purpose. On the other side of the flange 61 fromthe ear 59 the pin 60 is of a length to extend through the slot 54 ofthe arm 36 and ten minates in a threaded prolongation 63 of smallerdiameter than the main body of the pinto form a shoulder for a washer 64and to receive a nut 65 holding the washer in place, which nut may belocked in position by a small pin 66 traversing it and the extension 63.Applied to the pin 60 about that portion extending through the slot 44is a roller 67 held to the pin between the flange 61 and washer 64, theroller serving to reduce friction on engagement with the walls of theslot 44.

When the automobile is equipped with the device of the present inventionthe clip plate 56 is so placed upon the rod 5 that with the arm 36 inthe central position determined by the engagement of the arms 39 withsaid arm 36 and with the lugs 54 and 55 and the springs 51 and 52 woundto the desired tension, the wheels 3 of the vehicle are lined forstraight-ahead travel. The springs 51 and 52 are put under tension bythe application of a suitable tool to the squared end 26 of the windingarbor 22 or 23, as the case may be, the cotter pins 32 having been firstwithdrawn if already applied, and the locking '70 disks 27 being out ofengagement with the teeth or lugs 21 at the ends of the respectivehousings 15 and 16. WVhen the desired tension of the springs has beenattained the locking disks 27 are moved along the winding arbors untiltheir teeth 30 enter between the teeth 21, thus preventing return motionof the winding arbors and the unwinding of the springs. The lockingdisks 27 are there.- upon locked in place by the cotter pins 32. Thetendency of each spring 51 and 52, as the case may be, is to move therespective arm 38 or 39 toward its lug 54 or 55, and such lug holdingthe arm 38 or 39 against further movement serves as a stop for the arm,so that the action of the spring cannot extend any farther in theunwinding direction than is permitted by the movement of the arm 38 or39 into engagement with its stop lug 54 or 55, as the case may be. Thearm 38 or 39 may, however, move in the opposite direction, but thismovement isopposed by the resistance of the spring 51 or 52, so that thearm can only be moved in such direction by the exertion of a sufficientforoe to overcome the resistance of the spring. The arm 36 is lodgedbetween the flanges or ribs 41 of the two arms 38 and 39, one of whichis in the path of the arm when moved in one direction about its axis ofmovement and the other in the path of the arm when the latter is movedin the opposite direction, wherefore movement of the arm 36 in eitherdirection is opposed by the tension of one of the two springs 51 and 521 5 and the arm 36 can be moved in either direction only by the exertionof a force sufficient to overcome either one or the other of the twosprings. The arm 36 controls the steering wheels so that the latter areheld to their straight-ahead course by the force exerted by the springs51 and 52.

Suppose, now, that one or'the other of the steering wheels meets anobstruction. If this is not a large obstruction then the wheel will rideover it without bringing the returning function of the centralizingdevice of the present invention into play, for if this force is lessthan the resistance of the springs, then the wheels are not moved to oneside or the other of their course, but are able to overcome theobstruction without deflection, and so ride over it. Again, let it beassumed that the obstruction is sufficient to overcome one or the otherof the springs, then the wheels will turn on their knuckle supports inone direction or the other, and through the connecting pin 60 the arm 36is swung in a corresponding direction engaging the corresponding arm 39by the flange 13o or rib 41, thus turning the arm on its axis ofmovement and putting the respective spring 51 or 52 under greater stressthan before. As soonas the obstruction has been :passed the reaction ofthe operated spring as though the obstruction had not been met.

It is not necessary that the normal ten- 5: sion of the springs shouldbe very great and say at no time need it be so great as to interferematerially With the operation of the ordinary steering of the vehicle bythe usual hand Wheel or steering head, so that the presence of thecentralizing device upon the vehicle is not noticeably evident in theoperation of the vehicle.

Experience has proven that the springs 51 and 52 need not be under liketension, for

their tension may vary to a considerable extent Without interferenceWith the centralizing action of the device, this being due to thepositive stop preventing any overrunning of the action of the springsbeyond the centralizing or straight ahead position of the steeringWheels. This has been found very essential and permits the use of coiledsprings individual to the respective direction of deflection of theWheels, so that in the event of a deflection of the steering Wheels butone of the springs is active at a time, and this spring is not affectedin any Way by the other spring, but the two springs simply tend to holdthe Wheel controlling arm in the centralized position by oppositelyacting forces Which may represent the full eifect of the respectivespring Without a Weakening effect from the other. Neither spring has anyeffect in its normal action upon the '1 steering Wheels beyond thecentralizing position to Which it normally tends to move the Wheels, theaction of the spring being as great as desired up to the centralizingposition, and then immediately drops to zero as regards further movementin the same direction, and the controlling arm 36 is holly free from theeffect of one of the springs and only subject to the effect of the otherspring When it is moved in either direction from the centralizedposition.

What is claimed is 1; In asteering attachment for automobiles, a pivotedarm constructed for connection to amovable part of the steeringmechanism, other spring-controlled pivoted arms movable in oppositedirections'into opposing engagement With the first-named arm, and asupport for the arms constructed for fixed attachment to a relativelyfixed portion of the vehicle and provided with stop means for limitingthe movement of the second-named arms under the action of the springmeans controlling them, all the arms being mounted on a common axis.

2. In a steering attachment for automobiles, a pivoted arm constructedfor connection to a movable part of the steering mechanism, otherpivoted arms movable in opposite directions into opposing engagementWith the first-named arm, axially located springs each connected to andcontrolling a respective one of the second-named pivoted arms, and asupport for the arms constructed for fixed attachment to a relativelyfixed portion of the vehicle and provided with stop means for limitingthe movement of the second-named arms under the action of the springscontrolling them, all the arms being mounted on a common axis, and eachof the second-named arms having means individual thereto and to thecontrolling springs thereof for pretensioning the latter separately.

3. A steering attachment for automobiles comprising a casing inclosing achamber and including alined housings, said casing having means for itsattachment to the front axle of an automobile, an arm pivoted at one endin the casing in the common axis of the alined housings and at the otherend projecting beyond the casing and there formed for attachment to amovable part of the steering mechanism of the automobile, other armspivoted in the casing in the longitudinal axis of the housings andprovided with engaging means for the first-named arm on opposite sidesthereof, and springs mounted in the housings of the casing and actingrespectively in opposite directions upon the second-named pivoted armsto centralize the first-named arm, the second-named arms and the casinghaving co-aeting stop portions for limiting the movement of the secondnamed arms under the normal action of the springs to the centralizedposition.

4. A steering attachment for automobiles comprising a casing inclosing achamber and including alined housings, said casing having means for itsattachment to the front axle of an automobile, an arm pivoted at one endin the casing in the common axis of the alined housings and at the otherend projecting beyond the casing and there formed for attachment to amovable part of the steering mechanism of the automobile, other armspivoted in the casing in the longitudinal axis of the housings andprovided with engaging means for the first-named arm on opposite sidesthereof, and springs mounted in the housings of the casing and actingrespectively in opposite directions upon the second named pivoted armsto centralize the first-named arm, the secondnamed arms and the casinghaving coacting stop portions for limiting the movement of thesecond-named arms under the normal action of the springs to thecentralized posi tion, each spring beingprovided with a winding memberindividual thereto for placing the spring under initial torsionalstress.

5. A steering attachment for automobiles, comprising a supportconstructed for at tachment to the front axle of an automobile a pivotalmember in the support, an arm mounted on the pivotal member to turnabout the longitudinal axis thereof and constructed for connection witha movable part of the steering mechanism, other arms mounted on thepivotal member for movement about the longitudinal axis thereof and eachprovided with an engaging member for the first-named arm, the engagingmembers of the second-named arms being arranged to engage thefirst-named arm on respectively opposite sides thereof, coiled springsindividual to the second-named arms and in surrounding relation to thepivotal support and each at one end connected to a respective one of thesecond-named arms, and winding means individual to the re spectivesprings and mounted to turn in the pivotal axis of the arms, the supportbeing provided with stop means for limiting the movements of thesecond-named arms under the action of the springs.

6. A steering attachment for automobiles, comprising a casing havingmeans for its attachment to the axle of an automobile, said casinginclosing a chamber and provided with alined housings leading from saidchamber and also at a point distant from the housings having an openingelongated in a plane substantially perpendicular to the commonlongitudinal axis of the housings, a pivot rod lodged in thelongitudinal axis of the housings, winding arbors receiving the ends ofthe pivot rod and mounted in the longitudinal axis of the housings atthe ends of the latter remote from the chamber and having portionsaccessible at the exterior of the chamber, looking members for theWinding arbors, an arm mounted at one end on the pivoted rod andextending to and beyond the open side of the chamber and outside of thelatter shaped for attachment to a movable part of the steering mechanismof the automobile, other arms with elongated hubs mounted on the pivotrod on opposite sides of the first-named arm with the hubs extendinginto the housings toward the winding arbors, and coiled springsindividual to the second-named arms and each surrounding a respectivehub with one end connected to the respective arm and the other to arespective one of the winding arbors.

7. A steering attachment for automobiles, comprising a casing havingmeans for its attachment to the axle of an automobile,

said casing inclosing a chamber and provided with alined housingsleading from said chamber and also at a point distant from the housingshaving an opening elongated in a plane substantially perpendicular tothe common longitudinal axis of the housings, a pivot rod lodged in thelongitudinal axis of the housings, winding arbors receiving the ends ofthe pivot rod and mounted in the longitudinal axis of the housings atthe ends of the latter remote from the chamber and having portionsaccessible at the exterior of the chamber, looking members for thewinding arbors, an arm mounted at one end of the pivot rod and extendingto and beyond the open side of the chamber and outside of the lattershaped for attachment to a movable part of the steering mechanism 01"?the automobile, other arms with elongated hubs mounted on the pivot rodon opposite sides of the firstnamed arm with the hubs extending into thehousings toward the winding arbors, and coiled springs individual to thesecondnamed arms and each surrounding a respective hub with one endconnected to the respective arm and the other to a respective one of thewinding arbors, the casing including stop members for the second-namedarms for engagement by them when the first named arm is in a centralposition and said second-named arms being each provided with a memberfor engaging the respective side of the first-named arm.

8. A steering attachment for automobiles comprising a casing havingmeans for its attachment to the axle of an automobile, said casinginclosing a chamber and provided with alined housings leading from saidchamber and also at a point distant from the housings having an openingelongated in a plane substantially perpendicular to the commonlongitudinal axis of the housings, a pivot rod lodged in thelongitudinal axis of the housings, winding arbors receiving the ends ofthe pivot rod and mounted in the longitudinal axis of the housings atthe ends of the latter remote from the chamber and having portionsaccessible at the exterior of the chamber, locking members for thewinding arbors, an arm mounted at one end on the pivot rod and extendingto and beyond the open side of the chamber and outside of the lattershaped for attachment to a movable part of the steering mecha nism ofthe automobile, other arms with elongated hubs mounted on the pivot rodon opposite sides of the first-named arm with the hubs extending intothe housings toward the winding arbors, and coiled springs individual tothe second-named arms and each surrounding a respective hub with one endconnected to the respective arm and the other to a respective one of thewinding arbors, the casing including stop members for the second-namedarms for engagement by them when the first-named arm is in a centralposition and said second-named arms being each provided With a memberfor engaging the respective side of the first-named arm, and theattachment including a clamp member adapted to be secured to theconnecting rod for the steering knuckles of the automobile and providedWith a pin for engaging the first-named arm, said arm having anelongated slot for the passage of the pm.

In testimony that I claim the foregoing as my own, I have hereto alfixedmy signature in the presence of two Witnesses.

WILLIS J. CORKRAN.

Witnesses:

JOHN H. SIGGERS,

DAVID R. WAGNER.

copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. 0.

